EP2141036A1 - Korrekturverfahren und -system der Rollbewegung eines Kraftfahrzeugs - Google Patents

Korrekturverfahren und -system der Rollbewegung eines Kraftfahrzeugs Download PDF

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Publication number
EP2141036A1
EP2141036A1 EP09305643A EP09305643A EP2141036A1 EP 2141036 A1 EP2141036 A1 EP 2141036A1 EP 09305643 A EP09305643 A EP 09305643A EP 09305643 A EP09305643 A EP 09305643A EP 2141036 A1 EP2141036 A1 EP 2141036A1
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EP
European Patent Office
Prior art keywords
vehicle
yaw rate
occurrence
roll
oversteer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09305643A
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English (en)
French (fr)
Inventor
Richard Pothin
Lionel Lorimier
Marc Lucea
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Renault SA
Original Assignee
Renault SA
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Filing date
Publication date
Application filed by Renault SA filed Critical Renault SA
Publication of EP2141036A1 publication Critical patent/EP2141036A1/de
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
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    • B60G2600/187—Digital Controller Details and Signal Treatment
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • B60G2800/0122—Roll rigidity ratio; Warping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60G2800/21—Traction, slip, skid or slide control
    • B60G2800/214—Traction, slip, skid or slide control by varying the load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2800/244—Oversteer
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/14—Yaw

Definitions

  • the invention relates to the field of roll correction of a motor vehicle equipped with an active anti-roll system on its front and / or rear axle.
  • a vehicle is usually designed to behave as stably as possible regardless of the driver's request or the condition of the road.
  • some vehicles are equipped with an anti-lock wheel system, trajectory control or anti-roll.
  • An anti-roll system of the state of the art as described for example in the document US-A-5,948,027 comprises anti-roll bars associated with the front axle and / or the rear axle of the vehicle. This system aims to optimize the yaw response of the vehicle following the turning of the latter to correct a situation of oversteer.
  • the object of the present invention is to provide a roll correction method of a motor vehicle equipped with an anti-roll system which generates a preventive action vis-à-vis the occurrence of an oversteer.
  • the reference speed used is determined by the designer according to various information, such as, for example, the longitudinal speed of the vehicle, the steering angle of the wheels, the adhesion of the tires of the wheels of the vehicle or the like, in order to limit the roll without being perceived by the driver for reasons of driving pleasure.
  • this system implements the aforementioned method.
  • foot-lift or light braking is meant here a foot-lift or braking involving a deceleration sufficient to generate a load transfer that destabilizes the vehicle. The quantification of this phenomenon depends on the vehicle considered.
  • FIG. 1 it is represented schematically, under the general reference 10, an active roll correction system of a motor vehicle equipped with front and rear trains and an active braking system.
  • Each of the front and rear trains of the vehicle is equipped with a controlled anti-rolled member 12 comprising an anti-roll bar fixed to the chassis of the vehicle and connected to the suspensions of the right and left wheels of the train.
  • the anti-roll bar applies a moment on the vehicle chassis to compensate for a difference in orientation and / or height of said wheels vis-à-vis the chassis.
  • the anti-roll members 12 also comprise an electronically controlled hydraulic circuit associated with the anti-roll bar to adjust the amplitude of the moment applied by the latter on the chassis.
  • the anti-roll members 12 apply a total anti-roll torque on the chassis of the vehicle as a function of the lateral acceleration ⁇ l thereof, of a total anti-roll torque set point C t to apply to the chassis, and a load transfer coefficient K ar equal to the ratio of the anti-roll torque applied to the rear axle on the total anti-roll torque C t .
  • the load transfer coefficient K ar thus regulates the distribution of the total anti-roll torque between the front end and the rear end of the vehicle.
  • the active anti-roll organs 12 are conventional and therefore will not be explained in more detail later for the sake of brevity.
  • the roll correction system 10 also comprises an input module 14 delivering various measurements and information useful for roll correction, as well as an information processing unit 16 connected to the input module 14 and calculating in function data delivered by the latter the load transfer coefficient K ar .
  • the block 20 monitors the amplitude of the estimated disturbance d and detects the occurrence of an oversteer when the absolute value thereof is greater than a predetermined threshold value, preferably of the order of 0.1 rad / s. Block 20 then emits a flag "Flag_detection_survirage" of value equal to "1".
  • the unit 10 also comprises a supervisor 26, connected to the module 24 and activating an appropriate strategy of roll correction as a function of the rolling state of the vehicle, and more particularly of the result of the detection of the module 24.
  • the unit 10 further comprises a module 28 of the speed limit reference yaw ⁇ ref, and a module 30 for calculating the load transfer coefficient K ar to be applied by the anti-roll members 12, as will be explained in more detail thereafter.
  • the figure 2 is a schematic view in more detail of the module 24 for detecting a deceleration of the vehicle in a turn.
  • the module 24 comprises a turn detection block 32 receiving as input the yaw rate ⁇ mes and the lateral acceleration ⁇ t_mes measured.
  • Block 32 firstly applies a filtering of the low-pass type at the speed ⁇ mes and the acceleration ⁇ t_mes in order to average them. Then block 32 detects a cornering of the vehicle if the yaw rate filtered ⁇ f is greater in absolute value than a predetermined threshold of speed ⁇ min and if the filtered lateral acceleration ⁇ tf is greater in absolute value than a predetermined threshold of acceleration ⁇ t min .
  • the thresholds ⁇ min and ⁇ t min are determined by the system designer and are preferably based on information relating to the dynamics of the vehicle, for example the speed of the latter.
  • the module 24 also comprises a block 34 for detecting a foot lift of the accelerator pedal from the driver as a function of the measured position ⁇ a of this pedal.
  • Block 34 applies a first derivation filter and a low pass type at the position ⁇ was measured, a rate of rise foot being thus obtained.
  • the block 34 detects a foot-lift if, during a predetermined time interval greater than the time constant of the low-pass type filtering, the position ⁇ a is greater than a predetermined threshold of position ⁇ a min and the speed to lift is greater than a predetermined threshold speed ⁇ a min .
  • the thresholds ⁇ a min and ⁇ a min are determined by the system designer and are preferably a function of information relating to the dynamics of the vehicle, for example the speed of the latter.
  • the module 24 further comprises a block 36 for detecting a slight braking of the vehicle as a function of the position of the brake pedal ⁇ f measured.
  • the block 36 applies to it a bypass and filtering type low pass, a braking application speed is thus obtained.
  • Block 36 detects light braking by the driver, if during a predetermined time interval greater than the time constant of the low-pass filtering, the ⁇ f measured position is within a predetermined range of positions ⁇ f min ; ⁇ f max ⁇ and if the braking application speed is greater than a predetermined speed threshold ⁇ f min .
  • the threshold ⁇ f min determines the occurrence of braking while the threshold ⁇ f max determines the limit quantifying a slight braking.
  • the use of the braking application speed makes it possible to validate the detection of the light braking.
  • the thresholds ⁇ f min , ⁇ f max and ⁇ f min are determined by the system designer and are preferably a function of information relating to the dynamics of the vehicle, for example the speed of the latter.
  • the module 24 also comprises a block 38 producing an output equal to "1" when the longitudinal velocity of the vehicle ⁇ x is greater than a predetermined threshold of speed ⁇ x min , and zero otherwise.
  • the module 24 includes an arbitration block 40 connected to the blocks 32, 34, 36 and 38 and determining, as a function of the outputs thereof, the value of a flag "flag_lever_dedus_ou_freinage_léger_en_virage".
  • the arbitration block 40 toggle the value of this flag from "0" to "1" when a foot lift or light braking is detected combined with a vehicle cornering detection and exceeding the threshold ⁇ x min by the longitudinal velocity ⁇ x of the vehicle.
  • the arbitration block 40 maintains the flag at this value for a predetermined time T r and this even if the conditions that led to the changeover to " 1 "are no longer satisfied.
  • the duration T r is determined by the system designer and is preferably a function of information relating to the dynamics of the vehicle, for example the speed of the latter. Maintaining the flag “flag_lever_dedus_ou_freinage_léger_en_virage” plays the role of hysteresis, thus avoiding undesirable oscillations of the value of this flag.
  • the roll correction system 10 adopts several modes of operation depending on the driving conditions of the vehicle.
  • the activation / deactivation of these operating modes is carried out under the orders of the supervisor 26 forming a state machine.
  • the figure 3 illustrates the states and transitions between states implemented by the supervisor 26.
  • the vehicle roll correction system has three modes of operation, respectively associated with states “S1", “S2” and “S3" of the supervisor 26.
  • the supervisor 26 emits a "mode_active” flag taking the value “1” when the state “S1” is active, the value “2” when the state “S2” is active and the value "3" when the state " S3 "is active.
  • the state “S1” corresponds to a normal driving situation of the vehicle, the latter possibly having a roll that is not necessary to correct because it is not dangerous.
  • the flags “Flag_detection_survirage” and “flag_lever_dedus_ou_kanage_legre_en_virage” are both set to "0".
  • a roll correction that possibly presents the vehicle can however be implemented for reasons of driving pleasure.
  • a predetermined nominal transfer coefficient K ar_nom is used by the anti-roll elements 12, the coefficient K ar_nom being chosen by the designer of the system according to various driving approval criteria. This coefficient is chosen in particular to disturb the driver to the minimum and thus make transparent for the latter the roll correction.
  • the active braking system of the vehicle is not used.
  • the state “S2" corresponds to a driving situation during which the vehicle turns while the driver lifts the accelerator pedal and / or applies a slight braking, without otherwise an oversteer of the vehicle has been detected.
  • the flag “Flag_detection_survirage” is worth “1” and the flag “flag_lever_dedus_ou_freinage_léger_en_virage” is worth “0”.
  • the roll correction system implements a preventive action which consists in controlling the yaw rate of the vehicle ⁇ on a set of yaw rate, as will be explained in more detail later.
  • the active braking system of the vehicle is inactive.
  • the state "S3" corresponds to a proven oversteer of the vehicle, flag Flag_detection_survirage valant "1".
  • the anti-roll correction system implements a maximum distribution of the anti-rollover torque on the front axle of the vehicle to give a character understeer thereof to compensate for oversteer.
  • the state “S2" is a temporary state that can lead to the state “S1” following the end of the detection of the lift of the foot or the light braking in turn (switching of the flag “flag_lever_foot_or_freight_light_in_circle” from the value “1” to the value "0", the flag “Flag_detection_survirage” retaining the value "0”).
  • the load transfer coefficient K ar applied to the anti-roll members 12 is progressively reduced to the predetermined nominal transfer coefficient Kar_nom .
  • the reverse transition from the state “S3" to the state “S2” is made impossible. Indeed, such a transition does not make sense based on the history that led to the state "S3". In this respect, it should be noted that oversteer occurs only after a deceleration in a turn. On the other hand, the opposite has no physical reality.
  • the flag “flag_lever_of_foot_or_freedom_light_in_circle” is set to "0".
  • FIG 4 is a schematic view in more detail of the module 30 for calculating the load transfer coefficient K ar .
  • the module 30 includes a selector 42 receives three inputs 44, 46, 48 the nominal load transfer coefficient K ar _ name, deferral coefficient K calculated ar_cmd and minimum carryover coefficient K ar_ min respectively.
  • the selector 42 also has a selection input 50, connected to the supervisor 26 to receive the "activated_mode” flag, and reports on its output the value of the input 44 when the supervisor 26 is in the "S1" state, the value of the entry 46 when the supervisor and in the state "S2" and the value of the entry 48 when the supervisor is in the state "S3".
  • the transfer coefficient thus selected at the output of the selector 42 is applied to the anti-roll members 12.
  • the calculation module 30 further comprises a corrector 52 comprising a subtractor 54, forming the difference between a speed reference ⁇ ⁇ ref lim and the measured yaw rate ⁇ my, a block controller 56 for controlling the yaw rate ⁇ my on the yaw setpoint ⁇ ⁇ ref lim , as a proportional corrector for example, a block 58 saturating the command produced by the block 56 between 0 and the opposite of the nominal load transfer coefficient K ar_nom so as to act only in the direction of understeer, and a adder 60 forming the sum between the nominal load transfer coefficient K ar_nom and the saturated control output of the block 58, said sum constituting the calculated load transfer K ar_cmd delivered on the input 46 of the selector 42.
  • a corrector 52 comprising a subtractor 54, forming the difference between a speed reference ⁇ ⁇ ref lim and the measured yaw rate ⁇ my
  • a block controller 56 for controlling the yaw rate ⁇ my on the
  • the addition of the coefficient K ar_nom to the output of the saturation block 58 has the effect of generating a control of the anti-roll members 12 having no discontinuity when the operating mode switches from the state "S1", for which the carry coefficient is equal to K ar_nom , in the state "S2" for which the carry coefficient is calculated in order to control the yaw rate ⁇ .
  • the speed instruction ⁇ ⁇ ref lim is calculated by the limitation module 28 (see figure 1 ) which applies a limitation of reference yaw rate ⁇ ref . Indeed, the latter may in some cases be higher in absolute value than the actual yaw rate of the vehicle.
  • the module 28 averages the instantaneous limiting factor f red over a predetermined horizon in order to reduce the influence of the measurement noises, an average limitation factor f red l being thus obtained at every moment.
  • the value of the average reduction factor f red l at this moment is memorized by the module 28 and maintained as long as the value of this flag is equal to "1".
  • the reference yaw rate ⁇ ref is then multiplied by the value of the factor f red l memorized to give the speed of yaw ⁇ ⁇ ref lim used by the corrector 52.
  • the postman f red l is also reset to "1" when detecting a falling edge of the flag "flag_lever_foot_or_freedom_light_in_circle”.
  • a limiting factor of less than 1 is also applied to the reference yaw rate ⁇ ref to avoid excessive under-turning of the vehicle.
  • VS BC K ar - K ar passive ⁇ M ⁇ h ⁇ ⁇ t K ar passive
  • VS BC K ar - K ar passive ⁇ M ⁇ h ⁇ ⁇ t 1 - K ar passive

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
EP09305643A 2008-07-03 2009-07-03 Korrekturverfahren und -system der Rollbewegung eines Kraftfahrzeugs Withdrawn EP2141036A1 (de)

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FR0854541A FR2933358B1 (fr) 2008-07-03 2008-07-03 Procede et systeme de correction du roulis d'un vehicule automobile

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EP2141036A1 true EP2141036A1 (de) 2010-01-06

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010089011A1 (de) * 2009-02-04 2010-08-12 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur ansteuerung eines aktiven fahrwerks eines zweiachsigen zweispurigen kraftfahrzeugs
CN114516335A (zh) * 2020-11-18 2022-05-20 上海快仓智能科技有限公司 车辆的控制方法、自动引导车及计算机可读存储介质
CN117341409A (zh) * 2022-06-29 2024-01-05 比亚迪股份有限公司 一种横向稳定杆的控制方法及相关装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19637193A1 (de) * 1995-09-26 1997-03-27 Honda Motor Co Ltd Verfahren zum Steuern/Regeln eines Giermoments in einem Fahrzeug
EP0827852A2 (de) * 1996-09-06 1998-03-11 Ford Global Technologies, Inc. Verfahren zum Verbessern der Stabilität eines Fahrzeuges
JPH11147411A (ja) * 1997-11-18 1999-06-02 Unisia Jecs Corp 車両懸架装置
US20020013645A1 (en) * 2000-07-31 2002-01-31 Badenoch Scott Wilson Motor vehicle dynamic control
WO2006037678A1 (de) * 2004-10-01 2006-04-13 Daimlerchrysler Ag Verfahren und vorrichtung zur beeinflussung der querdynamik eines fahrzeugs
US20070112497A1 (en) * 2005-11-11 2007-05-17 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Turning control apparatus for vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19637193A1 (de) * 1995-09-26 1997-03-27 Honda Motor Co Ltd Verfahren zum Steuern/Regeln eines Giermoments in einem Fahrzeug
EP0827852A2 (de) * 1996-09-06 1998-03-11 Ford Global Technologies, Inc. Verfahren zum Verbessern der Stabilität eines Fahrzeuges
US5948027A (en) 1996-09-06 1999-09-07 Ford Global Technologies, Inc. Method for enhancing vehicle stability
JPH11147411A (ja) * 1997-11-18 1999-06-02 Unisia Jecs Corp 車両懸架装置
US20020013645A1 (en) * 2000-07-31 2002-01-31 Badenoch Scott Wilson Motor vehicle dynamic control
WO2006037678A1 (de) * 2004-10-01 2006-04-13 Daimlerchrysler Ag Verfahren und vorrichtung zur beeinflussung der querdynamik eines fahrzeugs
US20070112497A1 (en) * 2005-11-11 2007-05-17 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Turning control apparatus for vehicle

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010089011A1 (de) * 2009-02-04 2010-08-12 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur ansteuerung eines aktiven fahrwerks eines zweiachsigen zweispurigen kraftfahrzeugs
CN114516335A (zh) * 2020-11-18 2022-05-20 上海快仓智能科技有限公司 车辆的控制方法、自动引导车及计算机可读存储介质
CN114516335B (zh) * 2020-11-18 2024-01-19 上海快仓智能科技有限公司 车辆的控制方法、自动引导车及计算机可读存储介质
CN117341409A (zh) * 2022-06-29 2024-01-05 比亚迪股份有限公司 一种横向稳定杆的控制方法及相关装置

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FR2933358B1 (fr) 2010-08-13

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